WHAT'S IN A NAME?
If you talk about the performance and sporting nature of a Nissan S30 Fairlady Z, chances are that not everyone will know what you are referring to. Unless of course they are wholly familiar with the Japanese automotive market of the late 1960s and early 1970s. Why? Because apart from its home country, the Fairlady Z was badged and sold as the Datsun 240Z, picking up quite a reputation after its launch in 1969.
CREATING THE Z
The 240Z was the brainchild of Yutaka Katayama, the president of Nissan Motor Corporation USA. Mr K (as he was often respectfully referred to by his employees) enlisted Yoshihiko Matsuo to head up the design process; the result was a sharp-lined, long bonneted sports car that built upon the success of its predecessor, the Datsun 510. Itself a rival to the BMW Neue Klasse 1600, but powered by Nissan’s L-series straight-six with twin Hitachi SU-like carburettors. Mr K wanted something that could give the Jaguar E-type a run for its money in the styling stakes and make things difficult for Porsche in motorsport. Arguably, he managed to achieve both.
A CAR FOR COMPETITION
Datsun had already made an appearance in competition with the 510, but the arrival of the 240Z took things up a gear. Victory at Suzuka under the Fairlady badge was followed by more silverware in the US as the 240Z competed in the Sports Car Club of America (SCCA) from 1970 to 1973.
Arguably however, it was rallying that provided the Datsun with its competitive home. With the 510 having paved the way in 1970 with victory at the hands of Edgar Herrmann and Hans Schüller, the 240Z could be seen making brisk progress on the challenging East African Safari the following year, with the duo once again claiming the top spot with the new car. A victory that would be repeated in 1973 with the Kenyan team of Shekhar Mehta and Lofty Drews.
ON THE ROAD
Motor Sport magazine suggested that the car’s only hope of keeping up with the Lotus Elan would be on a motorway, but acknowledged that it was a different type of car – capable of cruising at high speed all day long with relatively little wind noise, rather than offering an enlightening experience on twisty B-roads. Yet it was their final statement that actually bought into Katayama’s commercial vision, admitting that it was the car that the MGC-GT should have been and a shame that the British Motor Industry couldn’t offer something similar. They may not have been bowled over by the 240Z, but they could clearly see how important this landmark car would be.
SUMMARY
It soon became apparent during its creation, that the Datsun 240Z represented all the requirements of sports minded drivers by fulfilling their desires for superb styling, power and safety whilst providing them with the most thrilling and enjoyable ride available in any car at that time. Reporting 151bhp and 146lb/ft of torque at just 4,400rpm, Car & Driver magazine wrote “A brilliantly conceived car with twice as much thought having gone into it when compared to the big Healey, MGC, Lotus Elan, Porsches and Corvettes”. Offering a 125mph top-speed and the 0-60mph dash in a shade under eight seconds, the well spaced five speed gear ratios made the most of the engine’s torque whilst retaining the ability to achieve in excess of 30mpg, this was to put the ‘Z’ ahead of many of its contemporaries and on a par with Porsche 911’s of the time. Very impressive, by anyone’s standards. Although Datsun didn’t invent the overhead-cam engine, disc brakes or all-round independent suspension, the 240Z incorporated all of these systems into a brilliantly conceived car. It was no surprise therefore, that for many years the Datsun 240Z was heralded as the most successful sports car of all time and was very successful in rallying also
CAR HISTORY
Imported from San Jose California USA in late 2015 as a genuine dry-state car fully sorted mechanically with a rust free but poor condition body. Imported by famed Z specialist MZR Roadsports in Bradford and sold to me as it was considered too good for their nut and bolt restoration process. We stripped the car to bare metal, removed all glass and painted the whole car in Ferrari Maranello Red as it was the closest match to the original Nissan red. Many thousands of pounds were spent at the Z Store in the USA on all body jewelry, almost all of the interior parts (including very expensive door cards), new professionally fitted seat covers, UK style bumpers, UK rear lights and front spoiler. We fitted brand new Toyo tyres to the mint condition Panasport alloy wheels and it’s recently had a new battery. The car is fully UK registered and has a current MOT until 21 June 2019, and is tax free.
ENGINE GEARBOX AND BRAKES
The 2.8 litre straight 6 engine runs sweetly and the 5-speed gearbox is slick and precise and a real boon for modern driving. Brakes are positive and pull the car up without issue. Exhaust is excellent all the way through with a brand new, correct tailpipe.
CONDITION
Almost as-new paintwork all-round, perfect wheels, fantastic interior with many many new parts, flawless chrome, new badges, trim, bonnet hinges, new rubber kit (every rubber and seal is new) new spare wheel, tyre and wood cover, new carpets and sound deadening, original glass in good condition.
FURTHER WORK
- Treble Webber carbs
- Fourways Engineering stainless steel exhaust
- Quick flow exhaust manifold
- Replacement seat belts
- Replacement coil overs
- Reconditioned brake servo
- Replacement Clutch
- Period Wolfrace Wheels with colour coded paint
- Rebalanced flywheel
- Electrics overhauled
- Clock working
- Replacement indicator stalk
- New electrical arial
- Replacement front indicators
- New Momo quick release steering wheel and boss
- Replacement water pump
- Replacement timing belt
- Engine overhaul summer 2022
- Replace OEM fuse box
- Stanton Motorsports Rolling Road setup
- Cherished number plate MRZ 2640
WOLFRACE WHEELS
As you may know, the 240Z was a Californian import, including these Panasport rims and tyres. I have never been enamoured with them, all be they popular on the Z scene. You may also know that I owned a 1976 260Z when a boy racer, to which was set off by Wolfrace Magslot alloy wheels.
It has been my objective to replace these Panasport rims with a set of period Wolfies, patina and all.
Having purchased a set of said Wolfies off eBay back in 2019, they lay dormant in the garage until we happened upon a local company who advertised a wheel refurbishment service. They had a dark, graphite grey colour with a texture of sandpaper, which looked awful.
Dropping them off, the guys said they would acid bath the weels and upon inspection, still had that sandpaper texture to the touch. The engineer stated that the wheels had previously been refurbished, the abrasive texture a key to which the paint would attach.
Asking if this abrasion could be removed and with discussions of “diamond cutting”, diamond cutting was rules out in favour of four hours per corner of wet and dry with a lot of elbow grease. I was told that the “polished alloy” look I was adorning, was a major task.
That red colour to the inside of wheel and that patina of 49 year old lady, was to be pimped with a polished alloy look, with a coat of paint. “And what if I don’t like it?” I asked the engineer. “We’ll simply put them back in the acid bath and send you to Halfords for some wet and dry.” Jokingly we chuckled and I left them to it, agreeing that someone would pop home with me to photograph the Z’s paintwork to colour code the red, colour match and replicate onto the wheels.
Back the next week to see the finished article and I was gobsmacked. The Wolfies were amazing and my beaming smile could not be seen beneath my Covid mask. It was like Christmas, a little boy with a new toy.
Next topic was tyres and with no history of rubber on those nasty abrasive graphite grey corners, we opted for a new set of Dunlop 190/70/R14 tyres. A quick call to their supplier and four would be delivered within two days.
So here I present my 1979 Datsun 240Z with a set of period Wolfrace Magslot Alloys. Not polished patina as I originally wanted, but a lovely colour matched painted set of four corners.
I don’t think my request was the norm to the guys at Fix Auto, which are. typical crash repair company and I think the team took a little interest in the project too. To Frazer, Steve and the other two guys who’s names allude me at the moment, thanks a million and to you too, here’s the final result.